U.S. patent number 7,320,289 [Application Number 11/505,307] was granted by the patent office on 2008-01-22 for autonomous swimming cargo containers.
Invention is credited to Robert A. Clarke, William M. Teppig, Jr..
United States Patent |
7,320,289 |
Clarke , et al. |
January 22, 2008 |
Autonomous swimming cargo containers
Abstract
The present invention provides an apparatus, method and system
for delivery of commercial cargo containers shore side without
container terminals. The present invention utilizes containers made
autonomous by coupling a container with a detachable propulsion
system, having a motor and navigation and steering controls,
permitting the rapid, controlled, efficient and safe delivery of
cargo containers individually by water. Ballast units, deployment
systems and control via remote units are also disclosed. These
improvements allow the containers, utilizing their inherent
buoyancy, to approach a shore autonomously according to a
preplanned or remote controlled route to a specific location and in
a specific order of arrival, thereby reducing the number of cargo
handlers required, speeding the delivery process to the shore, and
eliminating the need for high-technology pier-side equipment. The
present invention allows the transfer of cargo at primitive shore
sites as well modern pier facilities, and expedites the delivery of
such cargo wherever needed.
Inventors: |
Clarke; Robert A. (Poolesville,
MD), Teppig, Jr.; William M. (Mount Airy, MD) |
Family
ID: |
38950851 |
Appl.
No.: |
11/505,307 |
Filed: |
August 17, 2006 |
Current U.S.
Class: |
114/72;
114/256 |
Current CPC
Class: |
B63B
35/665 (20130101) |
Current International
Class: |
B63B
25/00 (20060101) |
Field of
Search: |
;114/72,256 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Avila; Stephen
Attorney, Agent or Firm: Holland & Knight LLP Moran;
John P.
Claims
We claim:
1. An autonomous commercial container comprising: a commercial
container, including a transporter detachably connected to the
commercial container so as to move the commercial container through
a body of water, comprising: a connector apparatus positioned
between the commercial container and the transporter so as to
detachably and mechanically connect an end of the commercial
container to the transporter; a propulsion apparatus; and a control
apparatus operatively connected to the propulsion apparatus so as
to move the commercial container toward a desired location.
2. An autonomous commercial container according to claim 1, further
comprising: a ballast apparatus operable for coupling to an
opposite end of the commercial container.
3. An autonomous commercial container according to claim 1, wherein
the control apparatus comprises at least one of a navigation
module, a propulsion control module, and a communications module;
and the propulsion apparatus comprises an engine and a steering
apparatus.
4. An autonomous commercial container according to claim 1, further
comprising rollers coupled to a lower portion of the transporter
assist in moving the transporter along a surface.
5. An autonomous commercial container according to claim 1, further
comprising a ballast member connected to the commercial
container.
6. An autonomous commercial container according to claim 5, further
comprising rollers coupled to the ballast to assist in moving the
ballast along a surface.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to maritime operations, and
more particularly to systems for moving cargo containers.
2. Related Art
In the past, maritime cargo operations consisted of moving numerous
small items like boxes, drums, and crated goods, using cranes and
physical labor to load and off-load these from the transport ships.
Although dockside transport was more efficient, it was still common
to move goods to or from undeveloped shorelines. With the increased
volume of international trade, much more efficient means of moving
goods arose within the maritime shipping industry. Today, the vast
majority of maritime cargo is moved via intermodal containers,
allowing for huge volumes to be efficiently moved between key
ports. As a result, most of today's shipping is configured for
carrying and utilizing commercial cargo containers.
Commercial cargo containers are, for the most part, manufactured
according to specifications set by the International Organization
for Standardization (known as the "ISO"). These specifications
include standards for strength, water-tightness, mobility, and
security. Their size is typically forty feet long, eight feet wide
and eight feet, six inches high (i.e., 40'.times.8'.times.8'6''),
and can weigh over thirty-four tons fully loaded with a capacity of
over 2,720 cubic feet. Other ISO standard containers can measure
20'.times.8'.times.8'6'', 45'.times.8'.times.8'6'' or
45'.times.8'.times.9'6''. When referring to commercial containers,
we mean these or similarly strong and large (4' or more) containers
for cargo, regardless of use for commercial, non-profit or
governmental purposes.
Today's deep draft, large cargo vessels, which are configured for
carrying and utilizing ISO standard cargo containers and the like,
cannot approach shallow shores or even ports. They must use modern
port facilities with special cargo handling equipment (e.g.,
cranes, etc.) or must be off-loaded outside the surf zone and their
containers transferred to the beach via smaller craft. The latter
method is highly inefficient because it requires delicate alignment
of the containers while transferring containers between dynamic,
floating platforms with the transfer crane introducing additional
motion. Also, the smaller craft must return from the beach empty to
pick up another load, greatly reducing their productivity.
Several systems exist which may deliver cargo containers either
through or over the surf zone. The most commonly used method is
lighterage which uses a small boat that is large enough to hold one
or more commercial containers in its well deck. The smaller boat
pulls along side the container ship and a container is placed
aboard it using a crane. The smaller boat is then driven to the
beach by its crew. This type of boat has a shallow draft that
allows it to approach the beach and a ramp that is dropped onto the
beach to allow the cargo container to be transferred to the beach.
The emptied small boat must then return to the container ship to
repeat the cycle. This solution, however, also suffers from a low
transfer rate due to required return trips to the large ship while
empty. This is further impacted by the required distance the large
ship must remain off shore.
Greater transfer rates are possible from ships from which the
containers on wheels may be driven off. These ships are called
roll-on, roll-off (RO-RO) ships. Their use at a primitive beach or
shore facility, however, requires a beach with an atypically steep
slope that allows the deep container ship to approach the shore or
the construction of a pier.
Thus, while today's intermodal container system is a huge benefit
to all and critical to international trade, it also gives rise to
the drawbacks highlighted above. Because of the expense of a
high-volume dockside container facility, these tend to cater to
specialized ships. These ships in turn only operate
efficiently--sometimes only--at the larger ports, which have the
high-volume facilities. If goods being transported by containers
are destined for small ports or unimproved shoreline, they must be
transported by land or broken up and re-loaded as break-bulk goods
for local operations. Further, because of the volume of shipment by
intermodal containers, there are fewer vessels in service equipped
for break-bulk or lighterage transport, and the time and expense
for secondary transport (after container transport to a large port)
is increasingly prohibitive. Moreover, in some applications where
it is still highly desirable to use container shipment to primitive
locations (e.g., military logistics), significant expense and time
is needed to set up temporary off-loading facilities. This is far
from ideal, because it is too expensive for commercial operations,
but still slow and vulnerable to attack. With respect to amphibious
lighters, these are difficult to load in an open sea. The relative
motion of the rolling containership, the container's swinging on
the crane bridle, and the lighter's bobbing on the waves make
insertion of a container into the lighter a slow operation. RO-RO
ships used on an average beach require construction of a temporary
causeway that allows the containership's ramp to discharge its
containers to it while the ship stays in water deep enough for its
draft. This process, however, adds to the time required before
cargo is transferred and increases the costs involved.
Given the advantages and dependence on maritime container shipping,
but the disadvantages noted above, what is needed is an improved
apparatus, system and method for moving maritime cargo containers
to locations that are not equipped with a high-volume container
facility.
SUMMARY OF THE INVENTION
The present invention provides a method, apparatus, and system for
self-propelled maritime cargo container transport. In an exemplary
embodiment, an autonomous swimming cargo container ("ASCC")
includes a standard ISO shipping container fitted with a
transporter. The transporter includes a propulsion unit and
controller. The propulsion unit includes an engine (with associated
fuel supply, lubrication, air inlets, exhaust, starting system and
power controllers), a propulsion subsystem (with associated drive
shaft, propulsor and steering componentry) and interfaces
(including associated container interfaces, equipment support
fixtures, hydrodynamic fairings and inlet and access openings). The
controller includes an antenna, navigation lighting and processor,
a communications unit (with associated telecommunication interfaces
and software input/output ports), and inventory and other optional
controls. It may also include a fore ballast unit.
Further features and advantages of the invention as well as the
structure and operation of various embodiments of the present
invention are described in detail below with reference to the
accompanying drawings.
BRIEF DESCRIPTION OF THE FIGURES
While the claims set forth certain novel features of the invention,
the invention itself, together with certain objectives and
advantages, may best be understood by reference to the following
detailed description of an illustrative, presently preferred
embodiment thereof, when read in conjunction with the accompanying
drawings, of which:
FIGS. 1 through 4 are side perspective, side cross-sectional, rear
perspective and block diagram views, respectively, of a propulsion
unit illustrative of a first embodiment of the invention;
FIGS. 5 through 7 are side, front, and side perspective views,
respectively, of a fore ballast unit illustrative of a first
embodiment of the invention;
FIG. 8 is a side perspective view of an illustrative embodiment of
a shipboard container loading/off-loading system according to a
further embodiment of the invention;
FIG. 9 is a perspective view of a container with attached
propulsion, ballast, and loading/off-loading units illustrative of
a further embodiment of the invention; and
FIG. 10 is a diagram illustrating an operational context for
movement, control and interrogation of the self-propelled
containers of FIG. 9.
DETAILED DESCRIPTION
The limitations of prior systems described above are overcome by
the novel improvements of our invention, which are illustrated by
the following presently preferred embodiment. This embodiment is
directed to an apparatus, method and system for autonomous maritime
movement of cargo containers. For convenience we refer to this
embodiment as an autonomous swimming cargo container ("ASCC"). The
major system elements of the ASCC are the propulsion unit 120, the
ballast unit 160 and the container 105, as well as remote units
that interact with an ASCC. The present invention also provides
methods of operation for the ASCC and remote/supporting
systems.
While the present invention is described below in greater detail,
this is for convenience only and is not intended to limit the
application of the present invention. In fact, after reading the
following description, it will be readily apparent to one skilled
in the relevant art(s) how to implement the following invention in
alternative embodiments, depending on the application and specific
design choices.
With reference now to the figures and in particular with reference
to FIGS. 1 through 4, an ASCC is depicted in accordance with
certain presently preferred embodiments of the invention.
Individual elements are each numbered, with the same number used in
all FIGS. for the same element.
The Container.
The biggest unit of the ASCC is typically a standard, sealed,
commercial cargo container 105. In the preferred embodiment, the
ASCC requires no modification to a standard ISO intermodal
container. Where needed, specialized containers can also be used,
and the propulsion and ballast units 120, 160 can be readily
adapted to the design characteristics of these specialized
containers. For example, containers that will be regularly used for
primitive beach operations can be provided with a reinforced lower
hull to withstand beaching episodes.
In an alternate embodiment all or key elements of the transporter
(propulsion and ballast units 120, 160) are integrated into the
container 105, at the expense of some internal cargo space. This
alternative preferably provides the transporter functions
substantially within the overall dimensions of a standard container
105. This feature allows the containers 105 to be packed on the
standard loading interval aboard the container ship and minimizes
wasted volume in transport. The integral transporter also precludes
any need for handling the transporters as separate items, whether
prior to loading or on board the container ship, if the
transporters and the containers are stowed separately.
The Propulsion Unit.
In the preferred embodiment, a propulsion unit 120 includes all the
major motive and control subsystems in a convenient (i.e., quick
attach and stackable) form factor. These major subsystems include
an engine 127, a propulsion system 122, a steering system 124 and
connectors 112. Other subsystems such as various electronics 135,
service interfaces 132, 145, snorkel 114, and rollers 148 may also
be used. Thus, the propulsion unit 120 may house all the essential
equipment to provide an ASCC with its autonomous swimming
capability.
The engine 127 provides motive thrust to power a jet nozzle,
propulsor, impeller, shrouded propeller 122 (via shaft 123) or
other propulsion subsystem. The preferred engine 127 is a
combustion engine in view of the maritime environment, but other
engines may also be used. For combustion engines, since most of the
propulsion unit 120 is typically submerged when in use, air may be
provided via a snorkel 114, allowing the engine to continue
functioning even if the propulsion unit 120 is overtopped by
waves.
The engine 127 is also supplied with sufficient fuel storage 131 to
power the container during underway operations, which could include
extensive loitering and return trips. Rather than store fuel in the
tank 131 while not in use, a fuel port 145 can be used, fueling at
a shipboard deployment station (172 of FIG. 8) just before launch.
An oil tank 130 or reservoir may also be advantageous, allowing the
engine oil to be stored separately during extended periods (e.g.,
months or up to years) of non-use, yet readily available before
operation. Dry sumps, swinging pickups, and the like may be useful
because of the rolling sea states in which the engines will be
operating.
Some illustrative alternative embodiments include: a non ignition
fired power plant using JP-8 as a common fuel is utilized within
the ASCC; a commercial off-the-shelf diesel engine, such as high
performance engines found in U.S. Army "Hummer" jeeps; and more
expensive state-of-the-art, lightweight engines (such as those
presently available from the Two Stroke International division of
AMW Cuyuna Engine Company, Inc. of Beaufort, S.C. or those
available from Rotary Power International, Inc. of Wood Ridge,
N.J.). Moreover, ballasting (fore and aft) may be used for carrying
extra fuel for extreme travel requirements. In this way, fuel may
be added to match mission requirements. A quick attach fuel
transfer line may be used for shifting ballast for and aft, and to
supply fuel to the power module.
The propulsion subsystem, in addition to propulsor/shaft units 122,
123, also includes appropriate water inlets 128. Special features
such as gear reduction, impeller diffusers, reverse gearing,
counter-rotating propellers, strakes, etc., are matters of design
choice for the skilled designer. The steering subsystem follows the
propeller 122, and may be easily implemented using vertical
steering vanes 124. These are housed within the exhaust shroud of
the propeller housing to ensure they are protected from damage and
that there is adequate structural strength the resist the control
forces. However, other rudder or fin structures may be used, and
may be controlled by any of a variety of maritime systems like
electrical linear actuators, bell cranks, hydraulic or pneumatic
systems, etc. Reverse thrust may be achieved by fully closing
vanes, channeling the thrust to the sides and forward. Thrusters
may also be used for close-quarter maneuvering, and
anti-pitch/counter-roll fins 125 may be similarly useful.
An electronics module 135 provides the desired level of control
features, from simple steerage to sophisticated communications 136,
navigation 137, engine control 138, sensor and data store and
processing 139 functionality. In simpler implementations, there may
be little more than a steering controller, coupled to a preset
navigation routine supplemented by directional (e.g., compass or
inertial) inputs.
However, significant operational advantages are obtained as more
sophisticated electronics are used. An engine controller 138 can
monitor more typical high-performance engine routines (e.g., fuel
quantity, rail pressure, injection timing, boost pressure, and
exhaust gas recirculation, as well as diagnostics and fault
handling). More precise navigation can be achieved with GPS (Global
Positioning System) units, RF or optical directional beacon
sensors, or even radar and sonar systems coupled with advanced
positioning and maneuvering routines. The communications module 136
can permit a wide variety of information to be sent or received, by
wireless (e.g., RF or narrowbeam optical) or wireline (e.g., local
access via Comm Link (bit-byte) 132). Some illustrative
applications are discussed more below, and include anything from
simple interrogation (ID, container contents) and navigation
commands, to complex network-centric real-time control and data
flow. In addition to serving as an air conduit, collapsible snorkel
115 may conveniently be used as a platform for communications
antennae or optical transceivers, navigation lights, sensors, and
the like.
An onboard processor and memory 139 permit advanced routines for
the control of the ASCC and communications with others. In addition
to advanced navigation control, these also enable local storage of
the container information (e.g., ID and contents). Coupled with a
communications system, these permit the remote interrogation of
ASCCs to determine the cargo, set landing and off-loading
priorities, re-route or even abort deliveries, all based on an
informed and detailed understanding of the contents of the ASCCs
being interrogated.
Additionally, a local power supply (e.g., battery, fuel cell) may
be included, or these may be omitted by use of a starter/generator
combination, started before launch. It is also possible to use an
all electric or hybrid motor plant, although such would likely have
a significantly shorter storage life before more time consuming
recharging must be undertaken. Recharging could be accomplished via
starter port 132, although the typical use of such would be to
conserve power (or enable electric starting in a battery-free unit)
during the high-load starting process. Other starters could also be
used, such as air starters using a pneumatic link or onboard
compressed gas. An optional accumulator may be added to allow an
at-sea re-start if the engine stalls. This accumulator would be
stored in a low pressure state and initially charged by the ASCC
engine driven compressor at startup. Auxiliary units 140 and 146
are illustrative of the numerous other electronic or propulsion
subsystems that could be added (e.g., sensor controls, ballasts,
scuttling devices, etc.), as will be appreciated by those skilled
in the art. Sea water bladders may serve, for example, to further
lower the ASCC further in the water to enhance sea keeping and
stability, or its aft to maintain a nose-up as approaching the
shoreline (and to reduce radar signatures, for military
applications).
A propulsion unit 120 is preferably coupled to the container
utilizing readily available intermodal connectors of any of the
various commercial designs, as will be appreciated by one skilled
in container transport. The connectors 112 grip the cargo container
at the corner lifting/tie down points at each of the corners of one
end of the container 105. To help keep a seal on the container 105,
the rear propulsion unit 120 would typically be coupled via
connectors 112 to the front of a container 105, thus positioned
adjacent the container doors and keeping them in a rearward facing
orientation during autonomous transport.
Finally, both propulsion and ballast units 120, 160 preferably
include rollers 148, 168. These both protect the ASCC bottoms and
provide enhanced mobility for the containers as they arrive
shore-side, allowing the ASCCs to be towed or pushed instead of
requiring a crane to lift them into place on a specialize vehicle.
While fixed steel rollers will be the most common, other forms
(e.g., resilient or retractable wheels or cylinders) may be used.
Auxiliary dolly units may also be included, allowing easier
movement of the propulsion unit 120 when separate from an ASCC.
The Ballast Unit.
Referring now to FIGS. 5 through 7, a preferred embodiment of an
ASCC ballast unit 160 is shown. One of the purposes of this unit is
to assist with keeping the front of the ASCC higher in the water,
ensuring the propulsor remains submerged in all sea states, and
making it easier to beach ASCCs closer to shore and drag them out
of the surf zone. In some operations the ballast unit 160 may be
unnecessary. In others the functional design may dictate that
certain of the propulsion unit subsystems (e.g., nav light,
electronics) be optionally included as part of the ballast unit 160
instead of the propulsion unit 120.
In the presently preferred embodiment, a ballast unit 160 includes
a ballast unit 164, retrieval bracing 165, a capture unit 166,
rollers 168, and container connectors 161. The connectors 161 and
rollers 168 are preferably the same as connectors 112 and rollers
148 of the propulsion unit 120. The ballast unit 164 may be any
medium capable of displacing water, whether inflatable (e.g., a
bladder), or a fixed-shape structure (foam core, fiberglass, or the
like.) The capture unit 166 may be as simple as a capture ring, but
can include any appropriate device used in moving heavy objects,
i.e., a heavy (typically up to 40 tons) container, when full. Other
examples of capture units include a ball and socket unit, a
male/female adapter, probes, etc. Similarly, the retrieval bracing
can be fixed (e.g., a metal plate or bars) or extendable (e.g., a
retractable coil), capable of bearing high-loads such as found when
dragging a 40 ton container over difficult (e.g., sandy or uneven)
ground. One advantage of the extendable bracing/coil is that the
land vehicle that will be used for towing the ASCC can remain
further away on firm land and still hook up to the ASCC for
winching or dragging it onto the land.
Both the capture ring 166 and ballast unit 164 may be stowed in a
narrow form factor when their full deployment is not needed (see
the illustration of FIG. 5).
Deployment Systems.
An embodiment of a shipboard deployment system and operations may
now be discussed in connection with FIGS. 8 and 9. This particular
illustration is of a ship 170 with a side-loading capability.
However, a skilled artisan will appreciate how any convenient
launch approach is possible, whether by crane, slide, "soda can"
chutes, aft and side RO/RO (roll-on/roll-off) ramps or platforms
that lower into the water, or other. Similarly, recovery can be by
crane, platforms, etc., limited only by the particular ship
design.
In the illustrated case, ship 170 includes a movable deployment
slide that can be swung into position for ASCC launch, and securely
stowed until needed. When deployed, the slide includes an upper
platform and turntable 173 (to reduce container wear and speed up
the launch process), a slide 174, and submersible platform 175.
When readying an ASCC for launch, it is fueled and readied at
station 172. The re-fueling operation can be via a controlled
pressure re-fueling similar to that already in use with aircraft,
to reduce hazards and spills while rapidly refueling the vehicle.
This pressurized fueling could also provide the driving force to
inject lubricant into the engine sump (if the engine selected
requires lubricant in its oil sump).
As part of this deployment process, a diagnostic self check (bit
check) is executed after a power and communications link are
connected. The bit check can include GPS activation (inertial or
other navigation systems if used) and verification, inventory
verification, navigation light operation (if needed), arming the
scuttle system (if required), steering and ballasting control
system readiness, engine diagnostics and power control verification
and crypto code authentication (if used) as well as successful
inventory and navigation data upload. Additional information down-
or up-loaded to ASCC processor/data store 139 is transferred via
Comm Link 145. The status, and any alarms, may be displayed either
locally to seaman at station 172, or to other control monitors on
the ship 170. If needed, the ASCCs may be deployed using all modes
simultaneously-slides, cranes, and RO/RO ramps.
If the status check is successful, the ASCCs snorkel is deployed
and engine started, and then lowered into the water.
The ASCC units are typically attached to the standard containers
prior to bit check so as to not disrupt the off-load operations
sequencing. During transport the propulsion and ballast units can
be conveniently stacked inside a container. The ASCC outer
dimensions should allow a wedged stowage within a container to: (1)
allow dense pack/stacked stowage within a storage ISO container;
(2) ensure that the propulsor is submerged in all sea conditions;
(3) allow beaching with minimal damage to the transporter unit; (4)
reduce drag and (5) assist hydrodynamic streamlining. A single,
balance point, lifting point attachment shall be used to allow easy
movement of the transporter units (and optional forward balance
bladder) into and out of the storage ISO container, coupling and
decoupling for operation and simplified attaching/detaching of the
ASCC from the units.
The breakout plan for each ship may be a standard Last In First Out
(LIFO) approach. However, since the inventory can be readily
determined by local data storage systems (e.g., the ships inventory
database), the containers can be loaded or re-arranged to further
streamline off-loading based on destinations and priority cargo at
each destination (which can be changed on the fly). If the ASCCs
are not equipped with local data storage, electronic remote fill
(ERF), or like, an externally listed inventory scheme, such as a
Bar Code may be used for confirmation and field selection of
critical loads.
Standard handling equipment for stowage operations may be used with
standard deck load-out and tie downs. No special tools should be
required in a typical launch, nor highly skilled personnel,
extensive personnel training or modifications to the standard ISO
shipping containers. Military Sea Lift and or commercial ships can
be used.
If desired, multiple transporter modules may be assembled as a
single lift unit aboard ship, with multiple ASCC containers
attached. In an embodiment, these could be made up of the
military's current standard causeway modules (used for JLOTS
operations) paired together to reduce the causeway construction
time or causeway modules paired or doubled paired (with four ASCC
containers) or more to allow heavy equipment to be ferried in atop
the assembly to close along side the causeway for direct off-load
or to be beached to support causeway construction.
Finally, if communications are lost or there is an engine failure
close to the larger container ship, a retrieval vessel may be used
to capture the unit and reload aboard the container ship for ASCC
change out or an onboard scuttle system could be remotely activated
to sink the failed unit if it is a danger to navigation. This
scuttle system may, for example: operate by use of a reversible
bilge pump system (continuously on); via a water sensor; and even
be located internal to the ISO container instead of as a component
of the propulsion unit. Alternatively, the system could operate in
an over-pressure mode, powered by an external compressor unit, to
maintain elevated air pressure inside the container, thereby
preventing water leakage. Also, when an ASCC returns to a ship,
convenient attachments such as the cable and hoop 177, 178 of FIG.
9 allow for quick capture, despite higher sea states, by a
shipboard crane or raising platforms.
Regional Transport/Inventory System and Operations.
Turning now to FIG. 10, an overview of a regional transportation
and inventory control system is illustrated. Depending on the
optional features implemented, an ASCC System allows for autonomous
maritime transport of ASCCs to a wide variety destinations, with an
overlay of remote control and information sharing features.
Illustrating some of the possible remote units in communication
with the ASCCs are container ship 170, a headquarters center 185
(via satellite 182 and network/transceiver 183,184), and wireless
PDA 181 of field personnel at a shore side destination. Each of
these units has its own processors and data stores (e.g., see local
computer system 187 and database 188 on ship 170). However, those
skilled in the art will appreciate how any communications-enabled
unit, or even objects detectable to ASCC onboard sensors (beacon
receivers, radars, etc.), can be used in the course of autonomously
or remotely controlling ASCCs within a regional system.
By way of overview of a transport/inventory operations, operations
commence with the discharge of ASCCs (i.e., containers with at
least a propulsion unit 120) from a container ship 170 located at a
convenient discharge point. One advantageous feature of the ASCC
system is that container ships can discharge ASCCs far away from
the ultimate destination--easily over 150 km--and even while
underway within remote sea lanes. Because of the robustness of the
ASCC configuration and flexible deployment options. ASCCs can also
be launched in conditions above sea state 3. Further, launches
could range from a single container (e.g., with humanitarian relief
cargo to a small village), to hundreds or thousands of containers
from one or more ships.
Because of the data maintained about each ASCC's cargo, all ASCCs
remain part of the regional logistics inventory and transportation
system until off-loaded at their destination. The contents,
location, destination, and planned route can be shared with all
authorized users, as well as any other sensor data collected by the
individual containers. This in turn permits dynamic, real-time
re-routing of containers to destinations with the highest priority
need for its contents. In addition giving shore side personnel
visibility to a wide array of information, local control can also
be passed to these personnel for ASCCs within their area. Thus,
those with responsibility for local logistics can--via use of
communications/processor equipped devices like PDA 181,
appropriately programmed with suitable database programs and
logistics algorithms--control the orderly arrival of containers at
the appropriate staging points. Because of the extended transport
capabilities of an ASCC, they can be as readily inventories at sea,
in orbiting or other controlled patterns, as at the typically more
crowded shorelines.
This system gives unprecedented control, scalability and
flexibility for delivery of cargo, using the most efficient
transportation vessels available. It is readily adaptable to the
latest inventory and navigation technologies, since any of the
various control points (ASCC, ship, shore or headquarters) can be
updated on the fly, limited only by the particular
hardware/software design choices implemented for each given unit.
Whether fuzzy logic, swarming algorithms, ERP-level logistics
control, or just simple navigation routines are desired, a skilled
artisan can implement his or her system of choice using the
features offered by the ASCC system. It also allows large shippers,
whether civilian or military, to dispense with a wide variety of
expensive, specialty vessels. Because of the relatively smaller
cost of individual ASCCs, planners can even risk the loss of a
number of ASCCs in harsh or hostile environments, knowing that
sufficient volume of time-critical deliveries will still make it
through given the survivability and numbers of ASCCs. The same
cannot be said of prior maritime transport options, where entire
operations have been stalled for days or more waiting for more
favorable conditions.
The containers may head directly to a specific beach locale
according to the preloaded transit plan (verified by its internal
GPS/INS equipment), navigate via waypoints prior to the beach
landing locale according to the preloaded transit plan (verified by
internal its GPS/INS equipment), or loiter in a waiting area
offshore until summoned by radio or according to the preloaded
transit plan (verified by its internal GPS/INS equipment). The
containers may be addressed specifically by coded radio command to
pass lower priority cargo en route to the beach if changing
requirements dictate, otherwise they navigate themselves to the
beach. Upon reaching the shore, the containers are then extracted
from the water.
While the fastest embodiment is likely to be single use ASCCs, many
ASCCs will be capable of round trips between ship and shore. This
can be accomplished by motoring the empty ASCCs to a retrieval
ship. Alternatively, the transporters (propulsion and ballast units
120, 160) may be decoupled from their container 105 at the shore,
repacked with other transporter pairs in a return ASCC container,
and unpacked at the ship for use with other containers. In this
manner, only a small number of transporters are needed per ship,
allowing cargo to be maximized and space used for transporters
minimized. The particular numbers are a mere logistics issue,
readily optimized depending on the expected transport routes and
delivery rates.
While the embodiments discussed above are particularly useful in
opening up commercial container deliveries to ports and shore side
communities unable to afford expensive container terminals, it is
also easily adapted to emergency (relief or hazardous) and military
operations. In some respects, the distributed delivery and control
systems are particularly suitable for the complex, hazardous, and
time-critical logistics deliveries required by modern military
forces. By way of example, it could be utilized by the military,
fully compliant, for use in the Joint Logistics Over-The-Shore
(JLOTS) environments. Such environments include the
loading/unloading of ships without fixed port facilities, in both
hostile and friendly territory, even with enemy opposition. By
allowing distributed and dynamic control, the risk to personnel and
critical assets is greatly reduced, along with the overall system
costs, while logistics flow rates are substantially increased.
CONCLUSION
Thus, the present invention provides an improved maritime logistics
and cargo transportation system, including autonomous swimming
cargo containers, and process for operating such. The autonomous
and distributed, yet optionally fully networked, approach allows
for significant cost savings, with greatly more scalable, flexible
and efficient capabilities than has been possible before. Of
course, those skilled in the art will appreciate how a variety of
alternatives are possible for the individual elements, and their
arrangement, described above, while still falling within the scope
of the invention. Thus, while it is important to note that the
present invention has been described in the context of a particular
ASCC embodiment, those of ordinary skill in the art will appreciate
that the components and processes of the present invention are
capable of being further distributed or aggregated with others, and
implemented in a wide variety of ways.
Further, while certain benefits of have been described in
connection with the embodiment above, many more will be evident and
applicable to the present invention. Some of these benefits
include: a large transport ship may remain in the sea lanes or
outside of coastal waters and still deliver its cargo rapidly,
safely and in large volumes; there is a substantial (seven-fold or
more) increase of large container ship off-load rate (compared to
at sea cargo transfers to intermediate ships) attained by its
utilization, e.g., because all available transfer cranes can be
utilized simultaneously with each operation significantly
shortened; it provides a significantly increased tonnage (up to
twenty-fold or more) to less developed shore side areas, resulting
in part since the ASCCs are able to wait off shore, readily
available to be brought ashore as rapidly as the available handling
equipment can accept them, thus eliminating the wait for lighter
ships to return with additional cargo; ASCCs can be directed to
"land" simultaneously along the shore line; it significantly
decreases (up to twenty-fold or more) the personnel required for
logistics operations, resulting because there is no requirement for
lighter ships and their crews, as well as no requirement for
extensive fabrication assemblies on the beach and their associated
construction personnel; it allows the reordering of cargo shore
arrival times while the containers are still at sea to address
changing priorities on shore or arrival of specific transportation
vehicles by remotely adjusting the speed/time-of-arrival for
selected individual ASCCs.
In conclusion, the above description has been presented for
purposes of illustration and description of embodiments of the
invention, but is not intended to be exhaustive or limited to the
form disclosed. These embodiments were chosen and described in
order to explain the principles of the invention, show its
practical application, and to enable those of ordinary skill in the
art to understand how to make and use the invention. Many
modifications and variations will be apparent to those of ordinary
skill in the art. Thus, it should be understood that the invention
is not limited to the embodiments described above, but should be
interpreted within the full spirit and scope of the appended
claims.
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